CREATE Final Conference – Brussels 22-23 May 2018 Key Policy Recommendations How to tackle congestion and enhance liveability Paul Curtis Vectos CREATE Final Conference – Brussels 22-23 May 2018

1. Establish a vision Public authorities should establish a long term vision for the city and implement via a SUMP Get buy in from multi-sector stakeholders Set targets and milestones to measure progress Will have more justification in individual measures, as will be the means to get to the vision

1. Establish a vision Vienna STEP 2025 (Urban Development Plan) sets the vision: ‘transport will be geared towards eco-mobility’ ‘enabling mobility without car ownership’ 80:20 goal: 80% trips PT, walking, cycling 20% trips car London and Paris the same Vienna - The integrated Mobility Action Plan since the 1990s it has advocated 1) increase capacity public transport; and 2) reducing car use through parking management system We have also found that cities with a strategic plan / vision seen as low risk investment / extra credibility and so attracts external funding and financing The EC and donor agencies advocate the blending of funding and financing instruments. The SUMP of Bucharest-Ilfov region is not only an enabler of EBRD investment, but it is also a tool through which ESIF has been strategically and significantly administered. The subsequent Regional Operational Programme made funds available to swiftly bring forward a SUMP measure, rewarding cities with vision, strategy and drawing on multi-sector collaboration. It shows favour for low risk investments.

2. Be bold - experiment CREATE research shows us that policies once dismissed as radical often, over time, gain widespread acceptance.

2. Be bold - experiment London’s congestion charge introduced Feb 2003 with much opposition. The Mayor was re-elected in June 2004, increased the charge Berlin introduced Speed Restrictions Zones in the 1980s 30 km/h roads Reduced noise, safer streets Introduce in small number of areas, then gradually expanded 70% roads now low speed, including those with night-time restrictions Speed restrictions (a low cost Stage 3 measure for cash-strapped cities?) – The reduction of speed and traffic calming measures were introduced in West Berlin during the 1980s in order to address residents’ concerns about safety issues and against noise pollution. It was progressively extended under the leadership of the Transport Administration throughout the 1990s as a preferred mitigation measure. This policy was continued and intensified after 2003. Traffic is limited to a 30kmph speed limit in nearly all side-streets in Berlin (over 70% of the road network). There are also mandatory speed limitations of 30kmph on some 60 sections of main roads between 10pm and 6am. Noise control

3. Collect and analyse data to support your vision Build strong evidence-based policy-making Analyse where/ if progress is being made in relation to priorities Collect wide sets of data to measure full value of mobility investment, e.g. on health, environment, jobs. More likely to be approved if can show other cities have succeeded in the same way MaaS Journey Planning EVs

3. Collect and analyse data to support your vision Analysis of modal share can justify measures and policies introduced adding momentum Cycling infrastructure schemes in London calculate monetary value of decreased mortality and reduced absenteeism (SART) Copenhagen survey (2013) concluded car no longer most important status symbol: public attitudes sympathetic to further measures to restrict car use. 1 – Overall modal share data – validates the policies implemented by the cities 2 – Lower level – health data London 3 – take mood surveys - CPH Camden – one cycling infra scheme paid for itself! For example, Transport for London has recognised the need to monetise the health benefits of schemes that promote active travel, embedded in the publication “Valuing the Health Benefits of Transport Schemes”. This is done through the well-known Health Economic Assessment Tool – HEAT, but also the Sickness Absence Reduction Tool – SART (using the evidence that employees who are physically active experience 25% fewer sickness absence days than colleagues who are inactive). Royal College Street is in the London Borough of Camden. In 2012 an infrastructure scheme was devised to improve the public realm and increase the safety of cyclists. The scheme involved new armadillo separated cycle tracks, resurfacing, street scene improvements and new paving. The cost of the scheme was put at £475,000. Applying the HEAT and SART Tools, the cumulative effect of cycling and walking totalled a benefit of £441,000 or a new BCR (monetary benefits / project costs) of 0.93:1. At this point the project is virtually at breakeven using just HEAT and SART. CPH - The cycling culture has intensified and policies have introduced many supportive measures to encourage cycling. A survey in 2013 showed that the car was no longer the most important status symbol, there was an increase in mobility renting over ownership (from a low base) and public attitudes were sympathetic to further measures to restrict car use

4. Integrated urban planning Integrated land-use planning is crucial to avoid car-oriented developments and traffic congestion High density developments should be mandatory in some parts of cities

4. Integrated urban planning Copenhagen has transformed former industrial areas into residential, offices and recreation, e.g. harbour area Denser residential areas, with public transport, cycling and car sharing services reduces the need for car ownership We see this in trend (Densification and reducing need to travel) in London and other Stage 3 cities

5. Integrated governance Metropolitan Authority integrating all transport modes and land-use can allow cities to grow in a sustainable way

5. Integrated governance The Greater London Authority is a strategic regional authority powers over transport, planning, policing, economic development Led by the Mayor of London Decisions on transport and spatial development can be made in an integrated way Targets that span different policy areas can be tackled strategically: Electromobility can be promoted through planning guidance on charging points in new developments Health can be furthered by LEZ or cycling investment Traffic safety can be pursued by policing This can help make limited public budgets have maximum impacts

6. Foster multi-level and cross-sectoral governance Collaboration between policy-makers across: sectors (economic, health, social, environment) levels of governance (regional, national and international)

6. Foster multi-level and cross-sectoral governance Innovative response to air quality concerns and protests in Paris in the 1990s Organised networks of public health professionals, urban planners and supporters of non-motorised transport gave expert insight from all policy areas Resulted in the 1996 LAURE (law on ‘Air Quality and the Regional Use of Energy) introducing policies across many domains(transport, energy, agriculture, etc.) in support of anti-air pollution initiatives

7. Provide good alternatives to car use to foster modal shift Provide attractive and efficient alternatives to car use, before congestion becomes a problem Infrastructure should be built for moving people rather than moving cars Priority for collective transport, active travel, shared mobility

7. Provide good alternatives to car use to foster modal shift Vienna’s coordinated approach to shift away from car use: Metro extension intensified (1990-2010) Transport Plan (1992) aimed for citizens to be within 500m of PT. Road space reassigned to pedestrians more segregated bus lanes (1990s) Cycling routes increase from 388Km to 1174km (1990-2010) Vienna Carrots

8. Discourage car use Public authorities can discourage car use once alternatives in place, making car use: more expensive LEZ, congestion charging slower and less convenient controlled parking zones decreasing the space allocated to car use

8. Discourage car use Vienna at the same time has implemented: Speed limit 30 km/h introduced across 33km of city wide road network (1987) Road narrowing, road space reassigned to pedestrians more segregated bus lanes (1990s) Extension of parking management system (1999, 2012) Low Emission Zone introduced (2008) Vienna Sticks this time! Road narrowing has taken place in London and PARIS too During the late 1990s to early 2000s, in addition to car free initiatives, Mayor Tiberi introduced policy initiatives to reduce speed on the road network. This policy initiative was combined with the reduction of roadspace allocated to car traffic with the reduction of speed limits to 30km/h.

9. Engage with stakeholders but don’t try to be ‘all things to all people’ Communicate the vision and consult stakeholders and citizens Gain broad support for a clear policy direction Introduce trials ‘seeing is believing’ Combine with marketing and behaviour change campaigns You won’t please everyone So draw on examples from other cities

9. Engage with stakeholders but don’t try to be ‘all things to all people’ Draft Mayor’s Transport Strategy 2017, London Public consultation lasted 14 weeks stakeholder led campaigns 6,000 public responses 476 stakeholders and businesses which generated 43,550 discrete comments Comments considered and strategy reviewed Support for ‘healthy streets’, improving air quality, the walking and cycling proposals and Vision Zero to tackle road danger. Like each MTS before it … Vision Zero – first heard this come out of Sweden Down to individual measures Extension of congestion charge Stage 3 seemingly consolidated

10. Increase institutional capacity Increase human resources capacity in the field of on planning for movement and liveability urban planners, public transport experts, health experts retrain, recruit, secondments, Increasing capacity is key to support a transition towards sustainable mobility. Retraining exisiting planners with out of date ethics / increase staff numbers / draw on JASPERS etc

10. Increase institutional capacity EU funding, JASPERS, EBRD can all help provide capacity + training to build transport planning teams CREATE mentoring trips, work shadowing, action plans Bucharest-Ilfov SUMP was supported by EBRD and Ministry, led to ambitious strategy & ROP funding to bring forward first measure Western European cities have large teams of transport planners needed to implement a SUMP Some Eastern European cities have small teams which can slow down progress / implementation. Mentoring trips have help transfer good practice – showing concrete examples of Stage 3 measures and justifying it The graph shows the big bang in the 5 cities – increasing capacity and number of stage 3 measure being implanted. - the result was peak car Capacity issues can be overcome by using the EU funding (CREATE)JASPERS and JESSICA programmes to build strong proposals. EBRD programme developed SUMPS for Romanian Growth poles The EC and donor agencies advocate the blending of funding and financing instruments. The SUMP of Bucharest-Ilfov region is not only an enabler of EBRD investment, but it is also a tool through which ESIF has been strategically and significantly administered. The subsequent Regional Operational Programme made funds available to swiftly bring forward a SUMP measure, rewarding cities with vision, strategy and drawing on multi-sector collaboration. It shows favour for low risk investments. Also JASPERS is actively involved in Bucharest in drafting the new contract for PT service for RATB. Need planners in the city, but also draw on expertise from stakeholder groups

11. Decentralise decision-making but within a consistent city framework Increased autonomy at the local level improves / accelerates decision making and actions Local authorities should generate sources of funding to support sustainable transport

11. Decentralise decision-making but within a consistent city framework Paris Versement Transport Local tax levied on companies Introduced in 1971 Provided funding for investment in public transport 65% STIF budget Resilience against budget cuts in other domains Having the means to raise and keep the funding raised was an important part of development o PT Still ongoing now

12. Change legal framework Changes in regulation may be needed to implement key transport policy measures

12. Change legal framework In Berlin the laws were changed (1997) to allow bikes to use bus lanes and to be brought onto trains and S-Bahn. Bike modal share increased from 10% to 13% Berlin Popularity of cycling increases – From 1997 nearly all bus lanes were allowed to be used by cyclists and the transport of bicycles on trains of the VG and S-Bahn became possible. Little by little cycling became an urban trend and the share of modal split increased from 10% to 13% by 2013. Tallinn / Bucharest / Adana / Skopje traffic control and policing is run by the Ministry making effective local parking enforcement impossible. Many Eastern European cities struggle to enforce parking rules since policing is centralised at Ministry level. This is a significant barrier. Advancement to stage 3 would accelerate if parking enforcement devolved to local level.

13. Communicate benefits of sustainable mobility and place- making policies Inform public consistently and constantly on benefits such as: improving health and well-being better access to employment more green space, liveable urban environment Keep momentum going! Wider benefits = wider support

13. Communicate the benefits of sustainable mobility and place- making policy measures Berlin introduced StadtForum in 1991 Led by CDU Senator for Urban Planning and Environment Informal city-wide assembly Dialogue with multi-sector stakeholders, experts and citizens Wealth of knowledge helped foster integrated approach to transport and urban development limit institutional competition and protests STILL CONTINUES TODAY: The goal of the city forum is to accompany the development of the capital in dialogue with the citizens as well as the partners from research, economy and politics. (No decision making powers ) The StadtForum as a first attempt to increase coordination and leadership Several initiatives were introduced in order to seek new ideas while at the same time limiting scope for protest and institutional competition. Continues today The introduction of the Stadtforum, under the leadership of Volker Hassemer, CDU Senator for Urban Planning and Environment between 1991 and 1995, follows this rationale. This citywide public forum invited some 50 to 70 fixed members, representing stakeholders and experts from a wide spectrum of organisations. As an ad hoc informal assembly, the Stadtforum did not enjoyed decision-making powers, creating some frustrations amongst those actors that advocated a profound change in transport policy objectives. Nevertheless, the involvement of many stakeholders helped to foster the emergence of an integrated approach to transport.

Thank you ! http://www.create-mobility.eu